Carbureter.



W. C. CARTER.

CARBURETER.

APPLICATION HLED APR.24,1911.

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CARBURETER.

APPLICATION FILED APH.24,19II.

l @993, Patented Muy 30, 1916.

2 SHEETSSHEET 2.

WILLIAM C. CARTER, 01E ST. LOUIS, MISSOURI, SSIGNO-It T0 CARTER. CARBUIRETIt I CUMJPANY, F ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI. i i

CARBURETER.

To all whom t concern.' -Beit known that I, WILLIAM C. CARTER, a citizen of theKA United States, residing at St. Louis, Missouri, have invented a certain new. 4'and useful Improvement in Carbureters, of which the following is a full, clear, and exact description, such `as. will' enable others skilled in the art to which 1t appertains to make and use the same.

This invention relates to carbureters, and particularly to carbureters of the type 1n which the supply of liquid Afuel is regulated by means .of a mechanically-operated needle valve that is controlled by the mechanism which operates the throttle valve of the motor.

' @ne object of my invention is to provide acarbureter of the type referred to which is economical in the consumption of fuel.

Another object is to provide a c arbureter which will produce a proper mixture at high, low or intermediate speeds of the,

motor on which itis used. y

`Another object is to` provide a -carbureter f which is so designedthat sufficient suction is provided adjacent the fuel Jet when-the motor is throttled down to cause a charge of the proper richness to enter -the cylinders of the motor.

vational view of a carbureter constructed' in accordance with my invention; Fig. 2 is a vertical sectional view of Fig. l; Fig. 2a is a perspective view of the track which forms part of the mechanism for actuating the jet valve; Fig. 3 is a top plan view of the carbureter; Fig. 4 is a side elevational View; Fig. 5 is a vertical cross sectional view taken on approximately the line 5--5 of Fig. 1, looking in the direction indicated by the arrow;-Fig. 6 is a vertical cross sectional view taken on the line G-G of Fig. l, looking in the direction indicated by the arrow;

Specification of Letters Patent.

.the motor.

A branches laterally,as` shown in Figs. 1

And still another object is to provide a carbureter that comprises means Patented May 3U, IWW.

Application led April 24:, 1911. Serial No. 623,016.

and F ig. 7 is a detail view illustrating a slight modification ofthe actuating mechamsm for the jet valve.

Referring to the drawings which illustrate the preferred form. of my invention, A deslgnates a substantially tubularshaped member provided at its upper end with a -iange 1 that is adapted to beconnectdd to the intake pipe of the motor yso as to form a passageway through which air is drawn by the suction created in the cylinders of rIhe lower end of the member and .2, and said member is provided intermediate its ends with an annular-shaped flange 2 so as to produce a contracted portion 3 intermediateth'el ends of the air pasv sageway and thus increase the suction at this point. A vertically disposed fuel supply tube 4; is arranged in the lower portion of the member A, asl shown in Fig. 2, and said tube is provided with a fuel jet or orifice 5 that islocated 4adjacent the contracted air passageway 3 inside of the member A, the upper end of said tube l being closed by a cap 6 the lower end of said tube communlcating with a fuel duct 7 that leads to y a float chamber I. An open-ended sleeve 8 surrounds the upper portion of the fuel sup-v ply tube 4 and the interior of said sleeve communicates with la duct or pipe 9 which extends upwardly and leads into the main air passageway of the carbureter at a point above the place where the main fuel supply device 5 discharges into said passageway so as to introduce fuel laterally into the upper portion rof said passageway when the motor is throttled down.

In the form of my invention herein shown the upper end of the duct 9 terminates above the throttle valve and thus forms al by-pass around the throttle valve, but I wish it to be understood that my invention is not limited' to such a structure, for my broad -idea consists in a carbureter provided. with means whereby when the motor is throttled down fuel will be introduced laterally into the main air passageway of the carbureter -at a point above the place where the main fuel supplying device is located and in such a manner that a uniform supply of fuel is insured for all cylinders ofy theimotor, as

hereinafter' described.

'Ihe sleeve 8 is enough larger than the fuel supply pipe 4 to form a passageway between said 'pipe and the interior of the sleeve through which the air can travel when the throttle valve is open. The upper end 9a of the vaporized fuel duct or by-pass 9 is arranged tangential with reference to the tubular-shaped passageway with which the upper end of said duct lcommunicates and it also inclines upwardly, as shown in Figs. y3 and 6, so as to impart a circular the, other cylinders lreceiving la charge which is deficient in fuel for the whirling action above referred to causes the fuel and air to be thoroughly mixed and to be introduced into the intake pipe of the motor in such apmanner lthat there is no tendency for j the air to take one path and enter some of l the cylinders andthe [fuel to takea different'l path and enter the other cylinders of the motor. e i

In the embodiment of my invention herein shown, the vaporizedv fuel duct-9 is. formed by a pipe which 'is embedded in the Wall of the member A during the process of casting said member, and the ksleeve 8v which surrounds the fuel jet is connected to the lower 'end of said pipe, as shown in Fig. 2. I do not wish it to be understood, however,` that my invention is limited to the exact construction herein shown for the carbureter could be constructed in various other ways and still accomplish the'same results Without departing from the spirit of my in- 40 i v A needle valve 11 is provided for reguvention.

lating the-flow of the liquid fuel through the orifice or jet 5 in the fuel supply pipe 4, said needle valve being arranged at approximately right angles to the open-ended sleeve 8 and projecting-through an opening in said sleeve, as shown in Fig. 5,. so that its p pointed end will enter the fuel jet 5 and thus increase or diminish the 'flow offuel from said. jet according to the position of the needle valve. The mechanism for actuating the vneedle valve l1 is of novel construction and consists principally of an adjustable t-rack C which moves when the throttle valve 10 is operated, and a lever 12 livotally mounted intermediate its ends on a bracket 13 on the member A, and arranged with its upper end in engagement with lthe track; C and its lower end in alinement with, a springpressed plunger 14 which carries 'the needle valve 11. As shown in Figlf, -the needlevalve-carrier 14 is reciproeatingly mounted in the member A and it is provided at itsV 'outer end with a flange 14a which is acted C, the spring 15 being arranged on the carrier 14 between the member A and the fiange 14a on the outer end of said carrier.= The needle 11 is retained in the carrier 14 by means of a bushing 16 at the inner end of the carrier which acts as a stop for the head on the louterend of the needle valve, and a coiled expansion spring 17 is arranged in a pocket in the carrier 14 so as to form a cushion or yielding abutment for the needle valve which permits `said valve t0 yield or move relativelyto the carrier 14 in case the carrier is forced inwardly too far, thereby eliminating the possibility of the needle valve being forced too far into the fuel jet 5.

In order that the needle valve may be adjusted accurately with reference to the lever 12 which operates it so as to obtain the proper supply of fuel at low speed of the motor, I .have provided said lever with an adjustable member 18 which bears against theouter end of the needle-valve-carrier 14, 4. said member having a substantially cupshaped `head which receives the outer end of the needle-valve-carrier, as shown in Fig.

5, and a screw-threaded shank y19 which passes through a screw-threaded opening in vthe lower end of the lever 12. By turning the member 18 in one direction or the other the needle-valve-carrier can be moved inwardly oroutwardly and thus change the position of the needle with reference to the fuel jet 5. Any suitable means may be employed for locking the member 18 in position, the means herein shown consisting of a spring-pressed ball 20 mounted in ah arm .on the lever 12 which engages teeth or serrations in the outer surface of the member 18,

as shown in Fig. 4.

Thetrack C is substantially arc-shaped, as shown inFigs. 1 and 2, and its front face, against which the upper end of the lever 12 bears, is tapered longitudinally and also transversely, thus forming an approximately arc-shaped wedge which is also wedge-shaped in cross section, as shown in Figs. 2? and 6. Said track is carried by an arm or pin 21 that projects downwardly from the rock shaft 22 to which the throttle valve 10 is connected, and it is mounted on said pin in such a manner that the upper reduced end of the track can be adjusted inwardly and outwardly so as to vary the throw of the lever 12, the pin 21 being round in cross section and passing loosely through a. hole that is formed in the lower end portion of the track. The means herein shown foradjusting. the track C laterally or turning it about the pin 21 as an axis, consists 1,184,923 lill of a screw 23 adjustably mounted in an arm 24 on the throttle valve shaft 22, and provided at its inner end with a spool-shaped head 25 into which the upper end of the track C projects, as shown clearly in Fig.` 6. By turning the screw 23 in one direction the upper end of the track C will be moved outwardlyy and thus increase the throw of the lever 12, and'by moving said screw 23 in the opposite direction the upper end of the track C will be moved inwardly, thereby reducing the throw of the lever 12. I have herein shown the screw 23 provided with a spring-pressed ball 26 that coperates with teeth or serrations on the arm 24 in which said screw is mountedso as to lock the screw in adjusted position, but it will, of course, be understood that various other means could be used for this purpose lwithout departing from the'spirit of my invention. rlhe screw 23 is used for changing the position of the-trackC so as to adjust the needle valve 11 in the proper position to obtain the required quantity of fuel on high speed of the motor, namely, when the throttle valve is wide open, but a separate and distinct means is employed for obtaining the proper adjustment of the needle valve 11` at intermediate speed or when the motor is partially throttled down. This latter adjustment may be effected either bv shifting the track C vertically relatively to the lever 12 so as to cause the upper end ofthe lever 12 to travel on the high or low part of the front face of the track C or by i shifting the lever 12 vertically relatively to the track C to accomplishthe same result.

In Fig. 1 f have shown the track C as being provided at its lower end with a dependinglug C through which a cotter key 27 on the pin 21 passes, said pin being provided with a number of openings for receiving said cotter key so as to enable the track C to be adjusted vertically on the pin 21, and in Fig. 7 I have shown a slightly different construction wherein the lever 12 is provided with va vertically 'adjustable extension 12@l that cooperates with the track C, said extension having a number of openings which receive a cotter key 27a on the lever 12. The front face of the track C is not formed on a straight taper`v from the lower to the upper end of said track but the intermediate por tion of said front face is hollowed out or curved slightly, as shown in Fig. 2a, so as to permit the upper end of the lever 12 to move inwardly a trifle farther at intermel diate speed than at high speed of the motor the upper end of the lever 12 to move in! the track C outwardly. If the supply of fuel which emerges from the fuel jet 5 is not .said screw 23 so as to move the upper end of sufficient when the motor is partially throttled down to intermediate speed the operator adjusts the track C downwardly on the pin 21 so as to permit the upper end of the lever 12 to move inwardly farther when the track C has been shifted partway to the right from the position shown in Fig. 1, and if the supply of fuel is too great when the motor is partially throttled down. the voperatoradjusts the track C upwardly so as to move the needle valve 11 inwardly a trifle farther when the track is in its intermediate position. 'lhe adjustment of the fuel for low speed or when thel motor is throttled way down is effected by turning the Imember 18 which cooperates with the needle valve carrier 14. As previously stated, the central portion of the track C is curved or lhollowed-out slightly so as to cause the needle valve to be drawn outwardly farther at intermediate speed than at high speed when the throttle valve is wide open. 1f the needle valve moved proportionately the saine distance as the throttle valve when the throttle valve moved from its closed to its partly opened position, the suction in the upper part of the air passageway would not be sufficient to draw the proper quantity of fuel out of. the fuel jet 5 to produce a proper mixture. rlherefore, l have formed the track C in such a manner that the orifice through which the fuel escapes is larger when the throttle valve is only partly open than it is when the throttle valve wide open, the increase in the di mensions of the fuel orifice compensating for the relatively small suction and thus insuring a sufficient supply of fuel at intermediate speed to produce a charge of the proper richness. l

A carbureter of the construction above described is economical in the consumption of fueland produces a combustible gas of the proper richness at all speeds of the motor; and another very desirable feature of my carbureter is that sufficient suction is pro vided adjacent the fuel orifice 5 when the motor is throttled down to insure a steady flow of fuel from said orifice and to insure the mixing of said fuel with a proper quantity of air to produce a combustible mix.- t-ure. This, of course, is due to the fact vthat theduct 9 which terminates in the main air passageway adjacent the throttle valve has its lower end commumcatlngwith the kopeneended sleeve 8 in the air passageway ing over a. rough road because the suction that is created adjacent the fuel jetis so strong that the fuel is drawn directlyfrom said Vjet up through the duct 9 4'through which air is traveling. When the throttle valve is opened the air, of course, will travel through the contracted passageway 3 in the tubular member A and thus suck the fuel out of the fuel jet and vaporize it while it 1s traveling through the passageway which the` throttle valve 10 controls. i i

The lower end of the-air passageway in the tubular-shaped member Al is normally open but when the motor is cranked or 'started said passageway is closed or choked by a valve 28 arranged inthe laterally projecting portion ofthe member A, as shown in Fig.` 2,'said valve lbeing connected to a shaft 29 which is provided at its outer end with an arm 30 to which an operating device, not shown, isconnected, a coiled spring 31 or other suitable device being provided for normally holding the valve in its wide-open position shown in Fig. 2. A small recess or depression 32 is Aformed in the bottom of the member A directly under the shaft of the valve 28 so thatwhen said valve is closed a small opening will be provided. at the edge of the valve through which air can travel. When the valve 28 is closed and the motor iscranked the suction produced in the member A is suflicient to cause the fuel to flow out of the fuel jetl 5 and fall downwardly onto thebottom of the member A where it collects in the recess or depression 32, thus forming a small puddle of fuel which is vaporized and converted into a starting charge bythe air which travels under the edge` of the yvalve 29. After the kmotor has been started the valve 28 is releasedso that it can move into its wideopen position shown in Fig. 2.

I have not herein described the construction of the mechanism in the float chamber B that operates thek valve 33 which controls' the supply7 of liquid fuel tosaid float chamber as said mechanism forms the subjectsaid throttle-valve,

ing separate and distinct from the throttlevalve and always remaining wide open irrespective of the position of the throttle-valve, a hollow member in said passageway communicating with the lower end of said duct and having' its upper end open and presented toward the throttle, and a variable means for supplying fuel to said member.

2. A carbureter provided with an air passageway through which the air is drawn by the suction produced by the engine on which the carbureter is used, a throttlevalve, a duct that forms ahy-pass around said passageway kcommunicating with the lower ,end of said duct and having its upper end open and presented toward the throttle,

means for supplying fuel to said member, and a manually-controlled valve arranged a hollow member in1 adjacent the lower end of said passageway lfor cuttingv down the flow of air into said passagewaywhen the motor is started.

8. A carbureter provided' with an air passageway through which the air is drawn by the suction produced by the engine on which the carbureter is used, a fuel jet or supplying device arranged in said passageway, a throttle valve arranged between said fuel jet and the means which induces a circulation of air through said passageway, an open- ;ended sleeve surrounding said fuel jet and spaced away from the walls of said air pas sageway so as to permit the air to travel through said space, and a by-passaround said throttle valve formed by a duct which communicates at one end with the interior of said sleeve .and having its other end terminating above the throttle valve.

4. A carbureter having an air passageway provided intermediate its ends with a contracted portion, a fuel jet arranged inside of said passageway adjacent said contracted portion, a throttle valve arranged between said fuel jet and the cylinder of the motor on which the carbureter is used, an openended sleeve surroundingsaid fueljet and arranged in the contracted portion of said air passageway, and means for establishing direct communication between theinterior of said sleeve and the cylinder of the motor at all times, both when the throttlev valve is closed and open.

5. A carbureter having an air passagethe atmosphere and at the other end with the cylinder of the motor on which the carbureter is used, said passageway havin a contracted portion, a fuel jet arrange in the contracted portion of said passageway, a throttle valve arranged between said fuel jet and the cylinder of the motor, a duct that is open at all times and which leads from a point between said throttle valve and the cylinder of the motor and terminates adjacent said fuel jet, and means coperating with said duct and surrounding the fuel jet for creating a strong suction adjacent said fuel jet when the throttle valve is closed.

6. A carbureter provided with an air passageway which is normally wide open and in communication at one end with the atmosphere, a throttle valve arranged adjacent ytake pipe of a motor, a fuel supplying valve, and means controlled by device arranged in said passageway and provided at one side with 'a jet or orifice through which the fuel escapes, a needle valve for regulating the flow of the fuel, a throttle valve arranged between said jet and the intake pipe of the motor, a duct having one end terminating in close proximity to said fuel jet and its other end terminating on the opposite side of the throttle the throttle valve for changing' the posltion of said needle valve so as to v ary the flow of fuel from said jet as the speed of the motor varies.

8. A carbureter having an air passageway provided intermediate its ends with a contracted portion, a fuel jet or supplying device arranged in said passageway adjacent said contracted portion, a throttle valve arranged between said fuel jet and the suction-producing means of the engine on which the carbureter is used, a duct leadingfrom a point between said `throttle valve and suction-producingmeans and terminating in such closefproXimity to said fuel jet that the fuel will be sucked out of said jet and up through said duct when the throttle valve is' closed, means arranged at the lower end of said duct for confining the suction in said duct to the jet, a mechanically-operated needle valve which varies the flow of fuel from said jet as the suction of the motor varies.

9. A carbureter having an air passageway provided intermediate its ends with a contracted portion, a fuel jet arranged inside of said passageway adjacent said contracted portion, a throttle valve arranged between said fuel jet and the cylinder of the motor on which the carbureter is used, an open-ended sleeve surrounding said fuel jet and arranged in the contracted portion Vof said air passageway, a duct communicating with the interior of said sleeve and having its other end terminating between said throttle valve and the cyluinder of the motor, a needle valve coperating with said jet, and means for changing .the exposition of said needle valve when the position of the throttle valve is changed-so as to vary the supply of fuel.

10. A carburetor having an air passageway, a needle valve for-controlling the supply of liquid fuel to said passageway, a throttle valve arranged between said needle valve and the intake pipe of the motor, means for automatically changing the position of said needle valve as the position of the throttle valve is changed so as to vary the supply of liquid fuel to said air passageway, and an unobstructed duct or open passageway that forms a by-pass around lthe throttle valve and thus establishes communication between said air passageway and the intake pipe of the motor at all times both when the motor is throttled down and running at high speed.`

11. A carbureter having an air passageway that is normally wide-o en when the motor is in operation, means or choking or partially closing said passageway when the motor is first started, a fuel-supplying jet in said air passageway, a throttle valve arranged in4 said air passageway, a mechanically-operated needle valve operatively connected to the throttle valve for controlling the supply of liquid fuel from said jet into said air passageway, a by-pass around said throttle valve which permits vaporized fuel to flow into the intake pipe of the motor In testimony whereof I hereuntoaiiix my j signature in the presence of two witnesses, this twentieth day of April 1911.

WILLIAM C. CARTER.

Witnesses:

WELLS L. CHURCH, GEORGE BAKEWELL. 

